Low mass flow reaction jet

ABSTRACT

A control system for a flying vehicle in an atmospheric environment, the vehicle having an aerodynamic shape including a front end and a rear end including a plurality of attitude control jet nozzles spaced outward from the vehicle near the rear end of the vehicle or a trailing edge of a vehicle part; and a generator for providing a low mass flow of a fluid through the attitude control jet nozzles to create an area of high pressure immediately forward of the nozzles and adjacent the flying vehicle, wherein the location of the attitude control jet nozzles is so close to the rear end of the vehicle that any area of low pressure created by the low mass flow of fluid through the attitude control jet nozzles does not contact the vehicle.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

[0001] The invention described herein may be manufactured and used by orfor the government of the United States of America for governmentalpurposes without the payment of any royalties thereon or therefore.

BACKGROUND OF THE INVENTION

[0002] 1. Field of the Invention

[0003] This invention pertains to the field of vehicle control. Moreparticularly, it pertains to a control system for a rocket orjet-propelled vehicle traveling through the layer of air surrounding theearth.

[0004] 2. Description of the Prior Art

[0005] In the field of control systems for vehicles traveling throughthe air or atmosphere, such as air-to-air rockets, the prior art hasused control surfaces that move from the surface or from interior thevehicle into the air stream or “freestream” to divert some of thedynamic air flow and develop a turning moment, about the center ofgravity of the vehicle, that will turn the vehicle from its presentcourse to a new heading. In addition, there are other control systemsutilizing hardware to change the direction of flow of the propulsionmeans, such as a rocket nozzle, a propeller direction, or a jet exhaust,by rotating the nozzle or the entire motor. Still further, there areother control systems that utilize lateral gaseous jets to inducetransverse forces to change the course of the vehicle. In virtually allof these prior art uses, there is a large requirement for machinery,such as levers, bearings, shafts, wheels, arms, valves and the like thatare bulky, heavy, and take up space in the vehicle that could be put tobetter use.

[0006] For instance, in the prior art of this latter mentioned controlsystem, U.S. Pat. No. 3,637,167 issued to Froning, Jr. et al. on Jan.25, 1972 discloses the combination of an elongated jet nozzle, locatedbetween control vanes of a rocket, to produce additional or channeledflow of air over the control vanes to provide secondary or augmentedaerodynamic control during the time of required high “G” maneuveringwhich occurs most likely during the initial launch period or near theend of the flight of an air-to-air missile.

[0007] U.S. Pat. No. 3,854,678 issued to Geres on Dec. 17, 1974discloses a guidance control involving the use of a compressed gaspassed through slots along the trailing edge of a wing attached to agravity vehicle wherein the gas is diverted upward or downward, from theplane of the wing, to control the pitch and roll of the missile, toincrease the lift-to-drag ratio of the wing, and give a measure ofadditional accuracy to the bomb.

[0008] U.S. Pat. No. 4,531,693 issued to Raynaud et al. on Jul. 30, 1985discloses the placement of a plurality of gaseous attitude control jetsabout the surface of a missile where the jet exhaust is controlled by anozzle to create an oblong shaped jet lying in a plane including thelongitudinal axis of the missile.

[0009] U.S. Pat. No. 4,648,571 issued to Heinz on Mar. 10, 1987discloses the use of transverse jet flow along the rear edge of anairplane wing to promote greater airflow over the wing in the directionof the main axis of the airplane to augment the lifting and controlcapability of short takeoff and landing aircraft.

[0010] U.S. Pat. No. 6,109,565 issued to King, Sr. on Aug. 29, 2000discloses the use of jet flow passed across the top of, and rearward,over a lifting surface or wing and, simultaneously, across the bottomand forward, of the same wing to decrease the pressure on top of thewing and increase the pressure on the bottom of the wing to increase theoverall lift capability of the wing at comparable slower forward speedsof the vehicle to which the wing is attached.

SUMMARY OF THE INVENTION

[0011] Accordingly, the main object of this invention is the use of aplurality of small jet nozzles arranged in a specific pattern to provideaugmentation to a reactive jet action taken on a flying vehicle thatrequires less in terms of overall mass fluid flow than prior artdevices. Other objects of the invention is an augmentation system thatdoes not require large fluid flows, a system that is devoid of the lowpressure areas developed by reaction jets that are used along the sidesof flying vehicles, and a means of reducing the overall weight andrequirement for steering equipment in a flying vehicle.

[0012] These and other objects of the invention will be shown by a closereading of the following Description of the Preferred Embodiment takentogether with the drawings appended hereto. The scope of protectionsought by the inventor may be gleaned from a close reading of the claimsthat conclude this patent specification.

DESCRIPTION OF THE DRAWINGS

[0013]FIG. 1 is a side illustrative view of a typical aerodynamicvehicle for which this invention is applicable;

[0014]FIG. 2 is a rear end view of the vehicle shown in FIG. 1;

[0015]FIG. 3 is a drawing illustrating the high pressure region and lowpressure region developed at the nozzle of this invention;

[0016]FIG. 4 is a drawing of a portion of the rear end of the vehicleshown in FIG. 1 depicting the region of high pressure and the region oflow pressure developed at the end of the vehicle by the practice of thisinvention;

[0017]FIG. 5 is a drawing of the preferred embodiment of the placementof a quadrant of nozzles according to the teachings of this invention;

[0018]FIG. 6a is a drawing of the placement of 9 nozzles at the rear endof the vehicle;

[0019]FIG. 6b is a drawing of the placement of 21 nozzles at the rearend of the vehicle;

[0020]FIG. 6c is a drawing of the placement of 31 nozzles at the rearend of the vehicle;

[0021]FIG. 7 is a graph of the effectiveness of the practice of thisinvention on a vehicle;

[0022]FIG. 8 is a graph detailing the augmentation for varying angles ofattack and number of orifices;

[0023]FIG. 9 is a drawing of one manner of developing sufficient fluidto operate this invention;

[0024]FIG. 10 is a drawing of another manner of developing sufficientfluid to operate this invention;

[0025]FIG. 11 contains drawings of various geometric outlines of nozzlesthat can be used in the practice of this invention; and,

[0026]FIG. 12 is a schematic view of control components of the fluidflow for use in this invention.

DESCRIPTION OF THE PREFERRED EMBODIMENT

[0027] Turning now to the drawings wherein elements are identified withnumbers and like elements are identified with like numbers throughoutthe 12 figures, FIGS. 1 and 2 show a typical jet-propelled orrocket-propelled flying vehicle 1 having an aerodynamic shape includinga front end 3 and a rear end 5 and having flight control vanes 7 andwings 9 located along the body 13 of said vehicle. It is not importantnor required in this invention that vanes 7 and/or wings 9 be associatedwith vehicle 1, and are only placed in FIG. 1 to show their associationwith vehicles that travel in an atmosphere.

[0028] The invention is based upon the discovery that a jet, actingorthogonal to the main axis x-x of a vehicle in an atmosphericenvironment, not only causes a reactive push in the direction oppositethe jet, pursuant to Newton's second law of motion, but, in addition, asshown in FIGS. 3 and 4, causes a region 15 of high (greater thanambient) pressure to develop immediately forward of a plurality of jetnozzles 17, as the jet exhaust exits vehicle body 13. Region 15 of highpressure, shown in FIGS. 3 and 4, develops adjacent the outside surface19 of body 13 of vehicle 1. Region 15 of high pressure aids or augmentsthe reactive push of the jet against vehicle 1 and can be harnessed toprovide an additional turning force against vehicle body 13 without anyrequirement for exterior guidance hardware. FIG. 3 is a side view of theoutside surface of body 13 of vehicle 1 depicting the interaction 20 ofthe flow from the jet nozzles with the freestream flow as well as theareas of high and low pressure.

[0029] Unfortunately, and as shown in FIGS. 3 and 4, slightly behind anddownstream of orifices or jet nozzles 17 a region 21 of reduced/low(less than ambient) pressure is simultaneously developed that, asexpected, operates to deteriorate or even cancel out region 15 ofincreased pressure that is developed ahead of jet nozzles 17. Toovercome this potential disadvantage, this invention contemplateslocating orifices and jets 17 at the extreme rear end 5 of vehicle 1, asshown in FIG. 5, at the end of body 1 so that any region of low pressureis developed in the freestream behind vehicle 1 and out of contact withvehicle body 13 to have no effect, negative or otherwise, on vehicle 1.In another embodiment the effectiveness of the present invention is notlimited to the extreme rear end of the vehicle but the present inventionmay be applied at any trailing edge of a vehicle part such as a wing ora fin.

[0030] Further, it has been found that a plurality of small orifices orjet nozzles 17, (sized smaller than the size of a single jet required toproduce the same effect as the plurality of jets), such as shown in aline in FIG. 5, positioned close together, acts in the atmosphere orfreestream, as if one very large orifice or jet were present. It hasbeen demonstrated that, by using a number of small orifices 17, thetotal required amount of fluid through the orifices or jets 17 isconsiderably less than through one large orifice. This means that thesame augmentation can be obtained using a plurality of small orifices,as shown in FIG. 5, with a very reduced fluid flow and can save theweight and hardware that would be required to make a similar force usinga large flow for passing through one large orifice. This reduced fluidflow (also known as low mass flow) has a mass that is less than the massof fluid flow that would be required by a single jet to produce asimilar force. Further it has been found that the interaction of the airflow around the plurality of small orifices increases the augmentationbeyond what would be achieved with a single jet. These effects aredemonstrated in FIG. 7, which graphically shows the array or line ofjets to be much more effective than a single jet, and very effectivewhen the jets are not used at all.

[0031] More particularly, it has been found that when attitude controljet nozzles 17 are arranged in a single line 23 orthogonal to the mainaxis x-x of vehicle 1, as shown in FIG. 5, and located at the extremerear end 5 of flying vehicle 1, (that is, as close to the end of thevehicle as can be constructed) the greatest amount of augmentation isdeveloped. As shown by examples in FIGS. 6a, 6 b, and 6 c, any number oforifices 17 can be placed at the extreme end of vehicle 1 rear end 5 togain augmentation desired. Nine orifices are shown in FIG. 6a, arrangedin a quadrant or on one-fourth of the circumference of vehicle 1 andeach is arranged seven diameters apart from its neighbor. Shown in FIG.6b are twenty-one orifices arranged in the same quadrant of vehicle 1and are arranged two diameters apart. Shown in FIG. 6c are thirty-oneorifices arranged in the same quadrant of vehicle 1 and are arranged onediameter apart. The tables below show examples of a typical number oforifices per quadrant and their desired spacing as well as commoncharacteristics such as orifice diameter and mass flow rates at vehiclespeeds of Mach 0.80 and Mach 3.5. Number of Orifices Per QuadrantSpacing Diameters 9 7 11 5 16 3 21 2 25 1.5 31 1

[0032] Orifice Diameter 0.125 inch Pressure_(Plenum) 0.90Pressure_(total) Mass Flow Rate (through each orifice 0.001807 lbm/s ofthe invention) at Mach 0.80 Mass Flow Rate (through each orifice0.007932 lbm/s of the invention) at Mach 3.5

[0033] Noteworthy is that orifices 17 produce the desired augmentationwhen they are overall arranged in a single line, orthogonal to the mainaxis x-x of vehicle 1 and located at the extreme end 5 of flying vehicle1. The inventor has also determined that the invention is efficaciouseven when the number of orifices 17, in each quadrant, varies in numberfrom 2 to 31. These test results also show that the invention works wellin atmospheric environments where the speed of vehicle 1 is subsonic,transonic, supersonic, and hypersonic. Still further, this inventionshows its greatest effect as an augmentation when the angle of attack,that is, the angle between the center line, or axis x-x, of vehicle 1and the freestream, namely the direction of flow of the air past vehiclebody 13, is zero. FIG. 7 shows the improved results of the inventionversus a single jet or no jet. As shown in FIG. 8, the augment does varydepending upon the number of orifices 17 and the angle of attack andshows a maximum augmentation with the use of 21 nozzles, at a spacing of2 orifice diameters, arranged in a single line orthogonal to axis x-x ofvehicle 1. It has been found desirable to arrange nozzles 17 in a singleline grouped in four quadrants equally spaced about vehicle body 13.

[0034] A means 25, for providing a low mass flow of a fluid throughattitude control jet nozzles 17, is shown in FIG. 9. As shown, thesource may be an independent generator 27, i.e., not part of the mainpower source of vehicle 1, that generates a gas (fluid) flow, fromdecompression of a high pressure gas or the combustion of a burnablematerial, that is conveyed by tubes 29 to control valves 31 and on toorifices 17. As shown in FIG. 10, the source may be part of the thrustgasses from the main vehicle power source that is captured and conveyedto a plenum tank 37 by a tube 39 where its velocity is reduced and thensent by tubes 41 to control valves 31 and on to orifices 17.

[0035] Orifices may take a wide variety of regular geometric andnon-regular geometric shapes. Shown in FIG. 11 are a series of possibleorifice shapes. Other engineering factors come into play with theseshapes such as whether any corner of non-rounded shapes will generatecracks in vehicle body 13 over extended use. As shown, the orificeshapes can be circular, oval, rectangular, pentagonal, hexagonal, etc.

[0036]FIG. 12 shows a means 43 for turning on and off the fluid flow tonozzles 17, for directing the fluid flow to specific nozzles 17 whilenot allowing flow to other nozzles 17, and for controlling the amount offluid flow that is transported to nozzles 17. This way, means 43 canperform directional control of vehicle 1 while it is traveling in theatmosphere. FIG. 12 shows means 43 to include a controller 45 forturning on and off the fluid flow to nozzles 17, a flow director 49, inseries with controller 45, for inputting instructions into the controlsystem, for directing the fluid flow to specific nozzles 17 while notallowing flow to other nozzles 17, and a proportional control 51,attached to said controller 45, for controlling the amount of fluid flowthat is transported to nozzles 17.

[0037] While the invention has been described with reference to aparticular embodiment thereof, those skilled in the art will be able tomake various modifications to the described embodiment of the inventionwithout departing from the true spirit and scope thereof. It is intendedthat all combinations of elements and steps which perform substantiallythe same function in substantially the same way to achieve substantiallythe same result are within the scope of this invention.

What is claimed is:
 1. A control system for a flying vehicle in anatmospheric environment, the vehicle having an aerodynamic shapeincluding a front end and a rear end, said control system comprising:(a) a plurality of attitude control jet nozzles directed outward fromthe vehicle in proximity to the rear end of the vehicle; and, (b) meansfor providing a low mass flow of a fluid through said attitude controljet nozzles to create an area of high pressure immediately forward ofsaid nozzles and adjacent to said flying vehicle; (c) wherein saidattitude control jet nozzles are located in proximity to the rear end ofthe vehicle so that any area of low pressure created by said low massflow of fluid through said attitude control jet nozzles does not contactthe vehicle.
 2. The control system for a flying vehicle of claim Iwherein said attitude control jet nozzles are located at the trailingedge of a vehicle part.
 3. The control system for a flying vehicle ofclaim 1 wherein said plurality of attitude control jet nozzles arearranged in a single line orthogonal to the main axis of the vehicle andare located at the extreme end of the flying vehicle.
 4. The controlsystem for a flying vehicle of claim 1 wherein said plurality ofattitude control jet nozzles are arranged in a single line orthogonal tothe main axis of the vehicle and are located at the trailing edge of avehicle part.
 5. The control system for a flying vehicle of claim 1wherein said plurality of attitude control jet nozzles is arranged ingroups spaced about the vehicle.
 6. The control system for a flyingvehicle of claim 1 wherein said flow through said attitude control jetscomes from a source that is not a part of the main power source of thevehicle.
 7. The control system for a flying vehicle of claim 1 whereinsaid flow through said attitude control jets comes from a source that isa part of the main power source of the vehicle.
 8. The control systemfor a flying vehicle of claim 1 wherein the shape of said attitudecontrol jet nozzles is circular.
 9. The control system for a flyingvehicle of claim 1 wherein the shape of said attitude control jetnozzles is selected from the group consisting of regular geometricshapes.
 10. In an aerodynamic, reaction jet-powered vehicle, having avehicle body including a front end and a spaced-apart rear end alignedalong the main axis of the vehicle, said vehicle designed for controlledflight in an atmospheric environment, a jet control system forcontrollably altering the flight path of the vehicle, said controlsystem comprising: (a) a plurality of attitude control jet nozzleslocated along at least one lateral line located about a portion of thevehicle body; (b) means for providing a low mass flow of a fluid throughsaid attitude control jet nozzles, at an angle to the main axis of thevehicle, to create an area of high pressure immediately forward of saidnozzles and adjacent said vehicle; and, (c) means for controlling theonset and termination of said flow of fluid to develop an area of highpressure adjacent the vehicle and slightly forward of said attitudecontrol jet nozzles to augment the reactive force generated by saidattitude control jet nozzles upon the vehicle.
 11. The control systemfor a flying vehicle of claim 10 wherein said attitude control jetnozzles are arranged in a single line in four distinct groups that arespaced equally about the vehicle body at the extreme rear end of thevehicle and include means for directing the flow of fluid through saidnozzles at angles to the main axis of the vehicle's body.
 12. Thecontrol system for a flying vehicle of claim 10 wherein said means forcontrolling the onset and termination of said flow of fluid from theattitude control jets includes means for controlling the flow to adesired set of said jets.
 13. The control system for a flying vehicle ofclaim 10 wherein said means for providing a low mass flow of a fluidthrough said attitude control jet nozzles includes means for controllingthe amount of low mass flow of the fluid.
 14. The control system for aflying vehicle of claim 10 wherein said means for providing a low massflow of a fluid through said attitude control jet nozzles includes meansfor generating a volume of fluid for flowing through said nozzles. 15.The control system for a flying vehicle of claim 10 wherein said meansfor providing a low mass flow of a fluid through said attitude controljet nozzles includes means for capturing a portion of the vehicle mainpower reaction jet flow and using it to provide the low mass flow offluid through said attitude control jet nozzles.
 16. The control systemof claim 10 wherein said captured portion of the vehicle power reactionjet flow is reduced to zero flow rate before being used to provide thelow mass flow of fluid through said attitude control jet nozzles. 17.The control system of claim 10 wherein said plurality of attitudecontrol jet nozzles are arranged in separate lateral lines of terminallength wherein said lines are spaced equally about the rear end of thevehicle and are spaced-apart from each other.
 18. The control system ofclaim 10 wherein each said attitude control jet nozzle is substantiallysmaller in size than the main reaction jet powering the vehicle in itsflight.